Steering-gear-locking mechanism.



J. L. COOK.

STEERING GEAR LOCKING MECHANISM. APPucATmN min DEC. I, 1917.

Patented May 7,1918.

UNITED STATES JAMES L. 000K, 0! SPRINGFIELD, ILLINOIS.

STEEBING-GEAR-LOCKING MEOHANISM..

Specification of Letters Patent.

Patented May '7, 1918.

Application filed December 1, 1917. Serial No. 204,824.

To all whom it may concern:

Be it known t at I, JAMns L. C0011, a

citizen of the United States, residing at Springfield, in the county of Sangarnon and State of Illinois have invented a new and nse'iul Steering mu hacking lllechanisni, of which the folio-Mn is a specification.

The invention ITEM to locking Inf-obnno steering gear of self-- such as automobiles,

.Y "WHEY" of the invention is Ne one iiective means where by the slewing wh t-e1 may be looked to pre vent rotation of the stcerin wheel on the steering column, thereby ren ering the steering gear lncfi' to guide the vehicle While the Star g) gear is locked, thus preventing stea th-1g or unauthorized use of the vehicie. More specific purposes of the invention are, to provide a' casing and connec'ing devices aminvted for permanent ottncl' t to toe, ing column of the ve hiclc without the steering wheel, on: adopted to pro ent movement of the i is 11; Qill'it'tiuil of the length of the olman-i ow} rilso adopted to pro- =h. sing on the steering locking-block harm with the casing co equipped with omens adapted to lock the locking-block. in the casing; to provide means to prevent rotation of the steering wheel; and to provide other new and use full strzcnzloral details.

The invention illustrated in the annexed drawing, to which reference is hereby made, and is hereinafter particularly described and finally recited in the claims.

Figure 1-.is a front elevation of the steering-gear locking-mechanism in place on the steering column of a, vehicle.

Fig. 2 is a side elevation.

Fig. 3---- is a top plan.

:FigQ k is a'horizontal transverse secin t (A tionon the line X, X, of Fig. 1.

Fig. 5---- is a horizontal transverse section on the line Y, X of Fig. 1.

Fig. 6- is an elevation. of thelockingblock as viewed from the inside, and

7 ,2, of Fig. 6. I

The same reference numerals designate the some parts in the different views.

The casing 1, the strap or band 2, and the locking-block 3, are preferably of steel, but other material of suitable strength may be used.

The steering shaft 4, the steering-column 5, and. the steering-wheel hub 6 may be of any usnnl or approved construction. In practies the steering gear lockingmechanism will be made to conform to the steering column and the hub of the steering wheel with which it is to be used, 7

Alined holes 7 and 8 will be drilled re dially through the wall of the hub 6 and through the Wall of the steering colunm 5' to accommodate the stud 9 on the back-plate 25 of the locking-block 3. v

A screw-threaded hole 14 through the wall of the steering column accommodates the screw 15 (Fig. 5) which connects the casing 1 with the steering column to prevent either rotation or longitudinal movement of the casing on the steering column. The cen ter of the hole 8 and the center of the hole 14 are in a vertical plane (if-the axis of the steering-shaft 4. \Vhen the mechanism is locked the hole 7 will be at the front of the hub 6 and in registry with the hole 8 in the steering column,so that when the mechanism is locked the stud 9 of the locking-block will Fig. 7-- is a vertical section on the line members 13 provided with screw-threacled 7 holes 16 which, when the parts are assembled, register with the holes 12; and screws 17 in the holes 12 and 16 securely connect the parts as shown in Fig. 5. When the parts have been connected as described, the projecting parts of the screws will be cut off close to the outer face of the members 13 and the outer ends of the screw stubs will be finished smooth vso that the screws can not he removed by any instrument ordinarily available.

In the casing 1 is a recess 18 adapted to accommodate the locking-block 3, and in one inner wall of the recess 18 is a mortise 19 (Fig. adapted to accommodate the bolt 20 of the lock 21.

The locking-block 3 is designed to house locks 21 of standard manufacture already on the market, and for that urpose has a transverse channel 22 (Fi adapted to accommodate the body 21 0 the lock proper, and has in the front wall of the block a circular opening 23 through which the lock cylinder 24 projects, as clearly shown. A back-plate 25 (Fi s. 6 and 7) is connected with the lockinglook by screws 26. The plate 25 has a transverse channel 27 which accommodates a curved spring 28; and

.when the locking-block is locked in the casing, the spring 28 compressed by engagement against t e inner wall 29 of the casing will lie flat in the channel 27, and when the -bolt 20 is retracted the spring will act to turn the block on its pivots 32 and move the 11 per art of the block outward to retract t e stu 9 from the holes 8 and 7 to permit free rotation of the hub 6 on the steering column 5. In one side of the block 3, near its upper end, is an arcuate slot 30 accommodatmg the point of a screw 31 which extends through the wall of the easing into the slot. When the locking-block is turned outwardly by the action of the spring 28 the inner end wall of the slot will strike against the screw to prevent excessive outward movement of the locking-block.

The lock 21 is a ring look. When the locking-block 3 has been moved outwardly and stopped in unlocked positionindicated by dotted lines in Fi 2-and the vehicle has been used, the mec anism may be again locked merely by turning the steering wheel by hand to bring the hole 7 into line with the hole 8 and the stud 9 and then pressing the locking-block inward by hand to cause the stud 9 to enter the holes 7 and Sand to cause the bolt 20 to enter the mortise 19 to hold the parts in locked position.

I have shown and described a lockingblock consistin of two parts 3 and 25 joined together, and ave shown a lock 21 of the type known as a cylinder lock, the body of the lock being located in a chamber 22 in the locking-block. I do not however, restrict my claims to the precise construction shown, since it is obvious that the lockingblock may be a one-piece structure and that any lock having a bolt 20 adapted to enter and occupy the mortise 19, may be used therein without departure from my invention.

Having fully described my invention, what I claim as new and desire to secure by Letters Patent is:

1. In steerin -gear locking-mechanism, the combination 0 a steering column; a casing adapted to be permanently attached to the steering-column and having a mortise to receive a locking bolt; a hub ada ted to rotate on the steerin column and aving in its walls a radial Eole ada ted to accommodate a stud; and a pivoted coking-block having a stud adapted to enter the hole in the hub; and a bolt adapted to enter the mortise in the casing to lock the locking-block in the casinv and the stud in the hole in the hub.

2. In steering-gear locking-mechanism, the combination of a steering column ha'ving a radial hole in its wall, a hub adapted to rotate on the steerin column and having in its wall a radial ho e registrable with the radial hole in the steering column; a casing stationary on the steering column; and a locking-block pivoted in the casing and having a stud adapted to occupy the radial hole in the hub and the radial hole in the steering column.

3. In steeringear locking-mechanism, the combination 0% a steering-column; having a radial hole; a hub rotative on the steering column and havmg a radial hole registrable with the radial hole in the steering column; a casing stationary on the steering-column' a locking-block pivoted in the casing and having a stud adapted to simultaneously occup the radial hole in the hub and the radial ole in the steering-column; and a spring adapted to be compressed by pressing the locking-block inward 1n the casing and acting to turn the locking-block outwardly on its pivots to retract the stud of the locking-block from the alined radial holes in the steering-column and the hub.

4. In steering-gear locking-mechanism, thecombination of a steering column; a casing stationary on the steering-column; a locking-block pivoted in the casing and having an arcuate slot adapted to accommodate a stop; and a stop on the casing occupyin the arcuate slot in the locking-block an eflective to limit outward turning of the locking-block on its pivots. I

5. Alocking-block comprising a bod having a chamber adapted to accommo ate a lock; 9. back-plate having a stud and a transverse channel; a spring in the transverse channel of the back ate and means for securin the back-plate on the body of the lockinglock.

6. A casing for steering-gear lockingrot mechanism comprising a body conformed to the circumference of a steering column and havin a chamber adapted to accommodate a locking-block; and a securing device within the chamber adapted to prevent rotation of the casing on the steerm column; in combination with a 'lockinglock in the chamber of the casing and coverin the securing device to prevent its wit drawal when the locking-block is locked.

7. In steeringgear lockingmechanism, the combination of a casing having a chamher; a locking-block occupying the chamber of the casingpivots extending through the respective 51 e walls of said chamber into 1-2; said locking-block; and a strap inclosing the casing and covering and preventing access to the pivots. I

In witness whereof I have hereunto signed my name at Springfield, Illinois, 20 this 27 day of November, 1917.

JAMES L. COOK.

Witnesses NATHAN Com, Hermon Com. 

